barnaby



No. 6l0,0l7. Patented Aug. 30, I898. G. W. BARNABY.

STEAM ENGINE.

(Application filed Sept. 18, 1897.)

(No Model.) 2 Sheets-Shem I.

*3 Q l m I l 3 I q. l I n F i i u. f a 5 0) l WITNESSES:

Tu: NORRIS PETERS co. mom-u'mq, WASHINGTON, 11c

Patented Aug. 30, I898. C. W. BARNABY.

STEAM ENGINE.

(Application filed Sept. 18, 1 897.)

2 Sheets-Sheert 2.

(No Model.)

WITNESSES:

Ilnrrrn Srnrns {I rica.

CHARLES WV. BARNABY, OF MEADVILLE, PENNSYLVANIA, ASSIGNOR OF ONE- IIALFTO THE PHOENIX IRON WORKS COMPANY, OF SAME'PLACE.

"STEAM-ENGINE.

SPECIFICATION formingpart of Letters Patent No. 610,017, dated August30, 1898.

' Application filed September 18,1897- Serial No. 652,117. (No model.)

To all 'whom it may concern.-

Be it known that I, CHARLES W. BARNABY, a citizen of the UnitedStates,residing at Meadville, in the county of Crawford and State ofPennsylvania, have invented or discovered a certain new and usefulImprovement in Steam Engines, of which improvement the following is aspecificationq The object of myinvention is to provide cer- IO tain newand useful improvements in steamengines; and to this end my inventionconsists in new and improved means for effecting the automaticlubrication of engines and in certain combinations and features of 0011-I 5 struction, all as hereinafter fully set forth.

In the accompanying drawings, which illustrate my invention, Figure 1 isa central longitudinal section of a horizontal engine constructed inaccordance with my invention; Fig. 2, a transverse section on the linean 00 of Fig. 1; Fig. 3, a transverse section on the line y y of Fig. 1;Fig. 4:, a side elevation of a portion of the engine shown in Fig. 1;Fig. 5, a central longitudinal section through a portion 2 5 of anengine provided with a modification of myimprovement; Fig. 6, a view,partly in ele vation and partly in section, at right angles to the viewshown in Fig. 5; Fig. '7, a plan view of the portion of an engine shownin 0 Figs. 5 and 6 with part of the crank-cover broken away; Fig. 8, aperspective view of the gland of the main piston-rod stuffing-box shownin Fig; 1; Fig. 9, a transverse section on the line 2 a of Fig. 8; Fig.10, a central 5 longitudinal section through a modification of thecompound stuffing-box for the pistonrod; and Fig. 11, a section, on alarger scale, showing the joint between the engine frame or casing andthe cover for the crank-pit. 0 My inventioirrelates to improvements inself-oiling engines, and more particularly to engines of the class inwhich the piston of the engine is connected with the crank-shaft.

by means of a piston rod, cross-head, and

connecting-rod.

parts is kept in continuous circulation so long as the engine is inmotion and any excess of oil is stored in reservoirs or receptacleswhich are in communication with or form part of the system ofoilcirculation.

By means of my improvement the supply of oil from the reservoirs orreceptacles to the bearings to be lubricated is eifected by the actionof gravity, and after passing through the bearings the oil isautomatically returned to the reservoirs or receptacles by the rotationof the crank-disks or other rotating parts, andthis operation iseffected in such a manner and by such means that onlya small quantity ofoil is permitted to collect in the bottom of the crank-chamber, andtherefore but a very small portion of the oil is subjected to thechurning action which usually takes place in engines in which anyconsiderable quantity of oil or of oil and water is contained in thecrank-chamber. This ehurnin g action is very objectionable, as itseriously affects the efficiency of thelubricant by creating a frothycondition, which prevents it from flowing freely and which interfereswith the absorption of heat from the bearings. By the separation of thecrank-chamber from the cross-head chamber and the existence of but asmall quantity of oil in the bot- 8o tomof the crank-chamber the greaterportion of the oil is confined tothe crank-chamber and to the reservoirsor receptacles therein, and independent means are provided for drawingoff from the reservoirs whatever may be desired for lubricating theexposed bearings in the cross-head chamber or for floodingthe mainbearings in starting the en=- gine;- but it is not essential that theoil for the exposed bearings, such as the bearings of 0 the valve-gearor cross-head, should be drawn from the supply in the reservoirs of thecrankchamber, as it is a feature of my improvement that the oilingsystem for the exposed bearings is independent of the system employedfor the main bearings, and the supply for the exposed bearings may beentirely independent of and disconnected from the supply for the mainbearings.

In self oiling engines as heretofore con- Ioo structed the means ofeffecting lubrications of the parts has been such that it was essen tialto the proper operation of the lubricating devices that the engineshould always run in one direction-that is, that the shaft should alwaysrotate in the same direction. Usually the direction of rotation of theshaft has been such that in a horizontal engine the top of thecrank-disk moved away from the enginecylinder. It is an importantfeature of my invention that an engine provided with my improvement maybe reversible and may be run in either direction without affecting orinterfering with the efficiency of the lubrication.

In accordance with my invention I provide means whereby the guides andcross-head of the engine are readily accessible while the engine is inoperation for inspection or for the purpose of connectingindicator-reducing motion and for inspection and adjustment while theengine is not in motion.

My invention further provides means for preventing access of steam andwater of condensation from the piston-rod stuffing box to the cross-headchamber or crank-chamber of the engine.

My invention is shown in the drawings as applied to a form of engineknown to the trade as a horizontal center-crank engine; but it is notlimited in its application to the particular form of engine shown, as itis equally applicable to side-crank or vertical engines.

As shown in Fig. 1 of the drawings, the engine-cylinder is secured toone end of the base or frame 1 of the engine, and the main frame, shell,or casing of the engine is divided into three compartments or chambers.The crank-chamber 8 is separated from the cross-head chamber 23 by meansof a partition 40, in which an opening 39 is formed to permit thenecessary movement of the connecting-rod. The purpose of the partition40 is to cut off communication between the chambers 8 and 23 so far aspossible, and particularly to prevent any splashing of oil from thecrank-chamber to the cross-head chamber, and the opening 39 in thepartition 40 is not intended for the purpose of opening even a limitedcommunication between those chambers, but is merely to permit themovement of the connecting-rod, and is therefore preferably limited tothe form and dimensions necessary to permit such movement.

In order to prevent as far as possible the splashing of oil through theopening 39 or its discharge therethrough by centrifugal action, and alsoto prevent a flow of oil along the connecting-rod 4, I have provided aplate or shield 91, which may be secured to or formed integral with therod in such position as to hinder or prevent oil from being thrownthrough the passage 39 into the cross-head chamber. The result of theconstruction described is that the crank-chamber is practically closedto or cut off from the cross-head chamber so far as any discharge of oilfrom the crank-ch amber by the rotating or moving parts is concerned,and I am therefore enabled to provide within the crank-chamber acontinuous system of oil circulation which is independent of the openedor closed condition of the cross-head chamber and which is notinterfered with or affected by opening the cross-head chamber, and Iprovide means whereby the bearings and Working surfaces in thecross-head chamber may be lubricated either wholly independently of thesystem of lubrication in the crank-chamber or by a supply of oilobtained from the main body of the oil contained in the reservoirs orreceptacles within the crank-chamber.

In accordance with myinvention I provide within the crank-chamberpockets or receptacles for catching the oil thrown up by the action ofthe moving parts in whichever direction the engine-shaft maybe rotatedand, pro-' vide means whereby the oil so caught is delivered by theaction of gravity either directly to the bearings or to a reservoirwhich is so located that the oil may pass under the action of gravityfrom the reservoir to the bearings, the reservoir being adapted tocontain any excess of oil above the quantity in active circulation atany moment for oiling the bearings.

As shown in the drawings, the crank-chamber 8 is provided with a cover9, which is adapted to be swung on the hinges 12, so as to permit accessto the crank-chamber and to permit the removal of the crank-shaft andconnecting-rod. A smaller cover or door 10 is hinged at 13 to the cover9, and below the door or cover 10 is provided a door 11, which covers anopening in the frame or casing of the'engine and is provided with hinges14. The doors 10 and 11 are intended to give access to the chamber forthe purpose of adjusting the connections or for ascertaining thetemperature. v As shown in the drawings, a pocket or receptacle 17 isprovided in the upper part of the crank-chamber, and in the constructionshown in Figs. 1 and 2 a reservoir 15 is also located in the upper partof the crank-chamber in such position as to receive the overflow ordischarge of oil from the trough or pocket 17. Before starting theengine the reservoir 15 is charged with oil to the height of theflowhole 42 in the reservoir 15 and the bottom of the crank-chamber isfilled with oil to the height indicated by the dotted line 45 in Fig. 2,the drain-valve 4L9 first being closed.

Before starting the engine the valves 51 may be opened to permit oil toflow from the reservoir 15, through the pipes 51, into the main bearingsthrough the passage 51-", and when the engine is started the oil in thebottom of the crank-chamber will be splashed up by the moving parts orthrown by centrifugal action against the walls and cover of thecrank-chamber. That portion of the oil which is thrown to the upper partof the chamber or against the upper part of the cover 9 will be caughtin the troughs or pockets 17, and

when the level of the oilin the receptacle 17 is near the top the oilwill overflow through the opening or notch 18 and pass by the action ofgravity into the reservoir 15. When the oil in the reservoir 15 risesabove the level of the opening or flow-hole 42 it will flow through theopening 42 into the troughs or pockets 43, from which it passes throughopenings 66 to oil-holes in the top of the main bearings.

At the lower edge of the cover 9 is'provided a receptacle or trough 56,which is formed on or secured to the upper edge of the engine frame orcasing, against which the cover 9 closes. A transverse section throughthis trough or receptacle is shown in Fig. 11 on an enlarged scale. Thelower edge of the cover is provided with a bead a on the outside andwith a rib or flange b on the inside, which when the cover is closedprojects into the trough or receptacle 56 and extends below the level ofthe oil in the receptacle 56. The ob ject of this construction is toprevent the splashing of oil into the joint between the lower edge ofthe cover and the top of the engine-casing, from which it might flowdown on the outside of the casingthat is, the receptacle or pocket 56,with the oil therein, and the flange or ribs 1) form a seal to preventthe passage of oil through the joint. The outer beaded edge of the coveroverlaps the top edge of the engine-casing, so as to form a dust-shieldto prevent the entrance of dust into thecrank-chamber, and serves tocover up an unsightly joint and thereby to improve the appearance of theengine. The rib or flange b is so formed on the cover as to permit thecover to be moved in opening and closing without contact or interferenceof the flange b with the edge of the casing. Near the lower edge of thedoor 11 a similar seal is provided by the pocket or receptacle 59 andthe flange or rib c on the door 11.

Nearly on a level with the axis of the main bearings, but preferably alittle below that 1evel,I provide receptacles or troughs 52,which areadapted to catch oil falling or running down from the upper half of thechamber, and I also provide passages 53, through which the oil is fed bygravity from the pockets or receptacles 52 to the main bearings. Thesereceptacles 52 extend along the side walls of the crank-chamber andaround on the front and rear walls of the chamber, so as to be in thepath of the oil which is thrown off by the crank-disks, and they arelocated so low down in the chamber that practically all of the oil thatis thrown or splashed up into the chamber above the lower portion of themain bearings is collected by the receptacles l7 and the reservoir 15 orby the receptacles 52, and all of the oil so collected is fed by gravityto the'bear- 1D gs.

A portion of the oil which is fed to the main bearings mayv pass out onthe side of the bearing next to the crank-disk and into the grooves 62in the crank-disk, and a por tion may pass out through the outer end ofthe bearing into a groove 64, whence it may flow through the passage 65into a groove 62 in the disk. The oil passing into the groove 62 willflow into the passage 63 and through the hole 63 to lubricate thecrank-pin and hen the engine is running, but a small portion of the oilis permitted to collect in the bottom of the crank-chamber, and thedepth should be so slight that the main cylindrical surfaces of thedisks will turn clear of the upper surface of the-oil, which should notrise above the level indicated by the dotted line 416 in Fig. 2. Ribs41, formed on the crankdisks, extend close enough to the bottom of thecasing to move in the oil collected therein even when the depth isslight, and these ribs carry the oil upward and throw it outward intothe receptacles or pockets.

It will be seen that by means of my improvement the oil which is fed bygravity from the receptacles and from the reservoir to the bearings isbeing returned continually by the action of the rotating parts, whichprevents any considerable quantity from collecting in the crank-chamber,and therefore prevents any churning action on the oil. The passage ofthe ribs 41 through the oil is effected without any appreciabledisturbance of the small body of oil contained in the bottom of thechamber, and the connecting-rod and crank-pin and the main body of thedisk do not touch that body of oil. The quantity of, oil which is inactive circulation at any moment is just that portion which is being fedby gravity to the bearings and which is being returned to thereceptacles orto the reservoir. The excess of oil above that activelycirculating quantity is contained in the pockets or reservoir or in thebottom of the crank-chamber, and the movement of this excess quantity iscomparatively so sluggish that there is an opportunity for any solidmatter in the oil to be deposited in the reservoir or receptacles or inthe bottom of the crank-chamber.

It will be seen that by means of my improvement the churning andsplashing of the oil are prevented and that although an opening 1 isprovided for the connecting-rod to move in yet the oil is all confinedto the crank-chamber.

It will also be obvious that with my improvement the engine may be runin either direction without interfering with the efficiency of thelubricating system in the crankchamber, since the circulation andcollection of the oil will be the same and will be suffi- IIO cient forall purposes in whichever direction the crank-disks turn; and a furtherimportant feature of my construction is that on account of theindependence of the lubricating system for the crank-chamber from thatfor the cross-head chamber the direction of rotation is not limited.Heretofore in horizontal engines of the class referred to it wasessential that the direction of rotation of the shaft should be suchthat the oil in the crankcase should be thrown backward and upward ontothe cross-head bearings by the lower part of the crank-disks and thatthe crosshead chamber should be kept closed while the engine wasrunning. With my improved construction the engine may be run in eitherdirection and the cross-head chamber may be either open or closed whilethe engine is in operation, as preferred by the engineer or as may berequired for the purpose of inspection, or for connectingindicator-gear, or for other purposes.

In the construction shown in Figs. 5, 6, and 7 of the drawings the mainreservoir or receptacle 16 for containing the excess of oil is locatedon the sides of the crank-chamber below the cover 9. The oil caught inthe pocket 17, if not drawn off through the pipe 30, may overflowthrough the openings or notches 19 and flow down into the pockets 60,

from which it may pass through the passages 61 to the reservoirs 16, andoil caught in the pockets 54; and 56 may flow through the openings 55into the reservoirs 16. The receptacles or pockets 52 are adapted tocatch oil coming down from the upper half of the chamber, as in theconstruction shown in Figs. 1 and 2, and oil from the reservoirs 16 isfed through the openings or flow-holes 44 into the pockets 52, fromwhich it flows through the openings 53 to the main bearings. Beforestarting the engine and in cases of emergency oil may be supplieddirectly and in considerable' quantity from the reservoir 16 to the mainbearings through the valve 50 and pipes 50. (Shown in Fig. 7.)

It will be seen that in the construction shown in Figs. 5, 6, and 7, asin the constructions shown in Figs. 1 and 2, the oil is fed from thepockets in which it is caught by the action of gravity either to themain bearings directly or to the reservoirs and thence by the action ofgravity to the bearings.

By employing the partition 40 and having a substantially similararrangement of oilpockets at the front and back of the crankchamber itis immaterial in which direction the engine-shaft may be rotated, as theefficiency of the lubricating system will be the same in either case.

It will be seen that with my improved construction a large body of oilmay be employed in the crank-chamber and in the reservoirs parativelyrapid flow of the oil under the action of gravity, and thatnotwithstanding the large quantity of oil employed the churning actionthat the oil is subjected to in other constructions is almost whollyprevented by my improvement. The construction and arrangement of thereservoirs and oil-passages by which I am at all times enabled, whetherthe engine is stopped or in motion, to freely flood the bearings is alsoan important feature of my invention.

The cross-head and guides may be automatically lubricated by oilsupplied through the pipe 20, leading from the pocket 17, or by oilsupplied from the independent reservoir 22 through the pipe 24. The pipe20 is provided with a controlling-valve 80, and the oil flows throughpassage into the groove 86, and by means of the pipes and fittings 87and 88 and suitable passages is delivered through opening or passage 89to the crosshead pin and boxes. The greater portion of the oil fallsfrom the cross-head pin to the bottom of the cross-head and passesthrough the passage and oils the lower guide.

When the engine is to have the guides and cross-head automatically oiledfrom the crank-chamber 8 through a pipe 20, an opening 67 between thecross-head chamber 23 and the crank-chamber 8 is provided to permit theoil to return to the bottom of the crank-chamber to be automaticallyreturned to the pocket 17, and when these parts are to be oiled from theindependent reservoir 22 through a pipe 24: the opening 67 may beomitted and an opening 68 provided, through which the oil may be removedfrom the bottom of the cross-head chamber and returned to the reservoir22. V

The reservoir 22 is provided with a filtering-receptacle 69, into whichthe oil is poured and through which it must pass before entering thatpart of the reservoir from which the oil is delivered to the bearings.

In Figs. 3 and at of the drawings I have shown a rocker-arm 21 andbearings which are adapted to be lubricated by oil supplied from thereservoir 22 through a pipe '70 and branches 71 and 72, which arecontrolled by valves 82 and S3. The bearing-box 25 forms the connectionbetween the eccentric (not shown) and the rocker-arm, and thebearing-box 26 forms the connection of the rocker-arm with the valve.Oil delivered to these boxes after doing service therein falls into thepans 73 and 74 and flows through the pipes 75 and 76 to the rocker-shaft77, and after lubricating that bearing it passes to the receptacle 78,from which it may be drawn through the valve 79.

The reservoir 22 may form an integral part of the engine frame or bed,or it may be a separate part attached to the bed or other part of theengine or to the steam-pipe near the throttle-valve.

The level of the oil in the reservoirs 15 and 16 is indicated by'thegages or indicators 84. (Shown in Figs. 2, 6, and 7.)

A partition 57 within the engine-frame divides the cross-head chamber 23from the chamber or space containing the piston-rod stuffingbox, and thepassage or opening through the partition 57 is normally closed by theplate or cover 35, which may be removed from the opening to give accessto the stuffingboX from the front. has an opening in it through whichthe piston-rod passes; but the plate should not fit so closely that therod will rub against the edges of the opening.

Openings 37 are formed in the engine frame or casing to permit access tothe cross-head chamber 23, and for the purpose of closing these openingsI provide on the inside of the casing sliding doors 36 and 38, which areadapted to slide back and forth within the casing to uncover or to closethe openings 37. The door 36 is adapted to slide horizontally on rollers36, and the door 38 is adapted to slide up and down in the guides 37.The construction of the frame, the form of the doors, and the positionand form of the openin gs 37 are such that the doors may slide back farenough to uncover the whole or a sufficiently large part of the openings37, and the chamber 23 may be easily and quickly opened without thetrouble of unbolting and removing from the outside an unwieldy bonnet orcover such as isusually employed. With my construction the sliding backof the door to uncover the opening puts the door out of the way insideof the casing, so that it cannotinterfere with anything inside oroutside or with anything which is passed through the opening, and theinterior of the engine-frame is thereby readily and easily accessibleand easily and quickly closed when desired. This accessibility isdesirable for the purposes of inspection or cleaning or for otherpurposes and permits the connection of an indicatorreducing mechanism 93to the cross-head.

. In Fig. 1 of the drawings I have shown a compound stufling-boxprovided with amain gland 27, held in place by a follower 28, and asmaller gland 30, held in place by a follower 29, which is adjustablysecured to the main gland 27. The gland 27 is shown on a somewhat largerscale in Figs. 8 and 9 and comprises two annular portions, which areconnected together by webs or ribs 31, between which are openings 32.Backwardly-inclined holes 33 are formed in the follower 28. With thisconstruction any steam or water which may pass through the packing inthe main stuffing-chamber 34: will find vent through the openings 32 inthe main gland and through the openings 33 in the follower 28 and willbe directed backward against the rear wall of the engine-frame and awayfrom the plate 35 or the opening therethrough and away from thepiston-rod, so that none of the steam or Water will enter the cross headchamber. The smaller stuffing-box, comprising the gland 30 and follower29, will prevent any leakagefrom The plate or cover 35:

following the piston-rod into the cross-head chamber.

In Fig. 10 of the drawings I have shown a modification of the compoundstuffing-box in which the main gland 27 is of a somewhat different form.In this construction a groove or chamber 92 is formed on the inside ofthe gland 27 and holes 32, which may be drilled, if preferred, openoutward from the groove or chamber 92. The compound stuffing-box shownin Fig. 10 is in all other respects substantially the same as that shownin Fig. 1.

The stuffing-box chamber, which is separated from the cross-head chamberby the partition 57 and plate or cover 35, is preferably open to theatmosphere through the side openings 58, which are preferably leftuncovered and permit access to the stuffing-box forinspection oradjustment. Any steam escaping through the stuffing-box into thestuffing-box chamber is prevented from passing into the cross-headchamber by the partition 57 and plate or cover 35, but is free to passout to the atmosphere through the openings 58.

The division of the engine casing or frame into the three chambers forthe stuffing-box, the cross-head, and the crank-disks and. rotatingparts provides for the exclusion of water and steam from the cross-headchamber which might otherwise enter from the stuffing-box chamber andalso provides for the exclusion'of oil which might otherwise be thrownin from the crank, and by this arrangement the cross-head is renderedeasily accessible, and the chamber may be opened or kept open Withoutinterfering in any way with the lubrication within the crankchamber. Theopening in the partition between the crank-chamber and the cross-headchamber is so located that the rotary motion of the crank-disks, bywhich oil is returned to the pockets and to the reservoir, cannot causeany oil to pass therethrough, as the disks rotate in planes which are tothe side of and removed from the opening. The ribs 41 on the crank-disksare on the farther sides of the disks from the opening 39, and as theoil in the bottom of the chamber is only high enough for the ribs totouch or move in without being touched by the main body of the .diskabout all of the oil that is taken up and force.

When the lubrication of the cross-head is sirable to prevent the passageof oil not only.

from the crank-chamber. to the cross-head chamber, but also from thecross-head chamber to the crank-chamber. The oil after being used in thecross-head chamber will not then pass through the opening 67, but willbe drawn off through the opening 68. (Shown. in dotted lines in Figs. 1and 5.)

As already mentioned, the reservoir 15 or 16 is charged to the height ofthe flow-holes 4:2 01'44 and the bottom of the crank-chamber is filledwith oil to the height indicated by the dotted line 45 before startingthe engine, and as there is always a large body of oil in the bottom ofthe crank-chamber when the engine is standing it follows that when theengine is first started there is a profusion of oil thrown into theoil-pockets and passed through the bearings, thus insuring freelubrication on the start when trouble from heating is most lilg/ely tooccur, particularly if the bearings have oeen taken up just beforestarting. The supply at the start may be still further increased byopening the valves50 or 51; but as soon as the engine is fairly inmotion these valves should be closed. Those valves may be opened at anytime during the running of the engine to supply an extra flow of oil incase a bearing should show a tendency to heat up, and, if preferred,they may be so adjusted as to automatically and continuously supply alimited quantity of oil to the bearings.

I claim as my invention and desire to secure by Letters Patent 1. In aself-oiling engine, a lubricating system, comprising a continuouscircuit in which oil is automatically circulated, a reservoir in thecircuit adapted to contain a considerable portion of the oil, meanswhereby oil may be fed from the reservoir to the bearings by the actionof gravity, and means for preventing any considerable accumulation ofoil in the bottom of the crank-chamber whereby the oil may beautomatically returned to the reservoir, and the greater proportion. ofthe oil at all times maintained in a comparatively quiescent state inthe reservoir, substantially as forth.

2. In the crank-chamber of a self-oilin g engine, a lubricating systemcomprising a continuous circuit in which oil is automaticallycirculated, a reservoir in the circuit adapted to contain a considerableportion of the oil, means whereby oil may be fed from the reservoir tothe bearings by the action of gravity, and means whereby oil may besupplied to the reservoir by the rotation of the crank-disks, and anyconsiderable accumulation of oil in the bottom of the crank-chamber maybe prevented, substantially as set forth.

3. The combination, in the crank-chamber of a self-oiling engine, of areservoir from which oil is automatically supplied to the bearings bythe action of gravity, receptacles for catching oil thrown off by therotating parts, in whichever direction the engine is rotated, andadapted to feed oil to the reservoir and to the bearings by the actionof gravity, substantially as set forth.

4. In an engine, the combination, of a crosshead chamber, a closedcrank-chamber, and a partition between the crank-chamber and cross headchamber, substantially as set forth.

5. In an engine, the combination, ofa closed crank-chamber, a crossheadoutside of the crank-chamber, and an opening in the wall of thecrank-chamber through which the connecting-rod may pass, substantiallyas set forth.

6. In an en gine-frame,a closed crank-chainber, a cross-head chamberseparated there from by a partition, and a stufiing-box chamberseparated from the cross-head box-chamber by a partition, substantiallyas set forth.

7. In an engine provided with a piston-rod, a cross-head, and aconnecting-rod, the combination, with a closed crank-chamber, of anautomatic lubricating system in the crankchamber, a cross-head chamber,and a partition, between the crank-chamber and the cross-headchamber,substantiall y as set forth.

8. In a self-oiling engine, the combination, of a closed crank-chamber,an opening in the wall of the chamber, a crank-disk on one side of theopening, and a rib on the periphery of the disk from which oil may bethrown off to one side of the opening, substantially as set forth. v

9. In a self-oiling engine, the combination, of a closed crank-chamber,an opening in the wall of the chamber, crank-disks on opposite sides ofthe opening, and means whereby oil thrown off from the crank-disks willbe deflected away from the opening, substantially as set forth.

10. In a self-oiling engine, the combination, of a closed crank-chamber,a lubricating system therein comprising receptacles for feeding oil tothe bearings by the action of gravity and to which oil may be suppliedby the rotating parts, a crank-disk, and a rib on the crank-disk adaptedto take up oil from the bottom of the crank-chamber and to deliver it tothe receptacles, whereby the oil may be carried at such a low level inthe bottom of the crank-chamber that the main body of the crank-disk maynot dip therein, substantially as set forth.

11. In a self-oiling engine, the combination, in a closed crank-chamber,of a receptacle located in position to receive oil from the upper halfof the crank-chamber, and to prevent oil passing to the bottom of thechamber, and means whereby oil may flow from the receptacle to a bearingby the action of gravity, substantially as set forth.

12. lhe combination, with an engine-bearing, of a groove, or pocket, onthe outside of the bearing, adapted to receive oil passing through thebearing, a passage for conducting the oil to the inner end of thebearing, a crank-disk and a groove in the crank-disk near the end of thepassage which is adapted to receive oil from the passage, substantiallyas set forth.

13. In an engine, the combination, with a crank-shaft and crank-disk, ofa bearing, a groove in the crank-disk, agroove, orpocket,

on the outer end of the bearing, a free passage from the groove, orpocket, on the bearin g, to the inner end of the bearing, by which oilmay be led to the groove in the cran k-disk, and a passage from thegroove in the disk to the crank-pin, through which oil may pass to thecrank-pin, substantially as set forth.

14. In a self-oiling engine, the combina' tion, with a closedcrank-chamber and an automatic lubricating system therein, of areservoir adapted to supply oilby the action of gravity to the mainbearings within the crankchamber, and by means of distributing-pipes tothe bearings outside of the chamber, substantially as set forth.

15. The combination, in an engine, of a rocker-arm, bearings for theconnections from the rocker-arm to an eccentric and to a valve, meansfor supplying oil by gravity to the bearings, and from the bearings tothe rockershaft, substantially as set forth.

16. The combination,with an engine frame, or casing, of a sliding door'mounted on the inside of the frame,or casing, and so arranged as topermit, when open or closed, drainage into the casing of any oil orother liquid which may be deposited on the door, substantially as setforth.

17. The combination, in an engine frame, or casing, of a cross-headchamber, a parti tion between the cross-head chamber and the chamber orspace in which the piston-rod stuffing-box is located, and a removablecover surrounding the piston-rod, and adapted to be removed to giveaccess to the stuffing-box, substantially as set forth.

18. The combination, in an en gine,of a crosshead chamber, a partitionbetween the crosshead chamber and the chamber, or space, in which thepiston-rod stuffing-box is located, to prevent the passage of steam orwater from the stuffing-box into the cross-head chamber, and a compoundpiston-rod stuffing-box, comprising a gland and a follower to preventthe passage of water, or moisture, along the'piston-rod, into thecross-head chamber, ventopenings in the follower for permitting theescape of water or vapor to the atmosphere, substantially as set forth.

19. The combination,in an engine,ofacrosshead chamber, a partitionbetween the crosshead chamber and the chamber or space in which thestuffing-box is located, a compound stuffing-box, comprising a maingland and follower, with an opening, or openings, for the release ofsteam or water of condensation, and an auxiliary gland and follower, forpreventing the passage of moisture along the below the flow-holes to oilthe bearings, sub

stantially as set forth.

21. In an engine, the combination, with a closed crank-chamber, of anopening in the walls of the chamber, connecting-rod, passing through theopening, and a shield on the connecting-rod, substantially as set forth.

22. In an engine, the combination. with a crank-chamber and a cross-headchamber, of

a partition between the chambers, an opening in the partition, aconnecting-rod passing through the opening and a shield on theconnecting-rod, to prevent the passage of oil through the partition,substantially as set forth.

23. The combinatiomwith the crank-chamber of an engine, of a cover forthe crank chamber, and a liquid seal to prevent the splashing of oilthrough the joint between the engine-casing and the cover, substantiallyas set forth.

24:. The combination,with the crank-chamber of an engine, of a cover forthe crankchamber, which is adapted to rest on the edge of the enginecasing, or frame, a receptacle, or trough, on the edge of the casingadapted to contain a liquid, and a rib, or flange,on the cover whichisadapted to project into the receptacle, or trough, substantiallyas setforth.

In testimony whereof I have hereunto set my hand.

CHARLES W. BARNABY.

Witnesses:

JAMES G. FOSTER, WIN S. ROSE.

